SAN FRANCISCO, Calif.—You know that old saying about not judging a book by its cover? Well, it kind of applies to the all-new 2011 Volkswagen Jetta.

The exterior sheet metal gets a complete overhaul, and gone is the almost whimsical wide-mouthed grille in favor of a much more sedate and conservative facade. The lines are long, harsh and lean, and the new Jetta looks more like a BMW than its Audi brethren.

I loved the wheel covers and the taillights. But, to me, everything else seemed like it’s been done before somewhere else. And, according to a comment on my blog: “It’s like a German re-incarnation of the 1993 Corolla.”

Ouch. I’m not sure I’d go that far.

But slip inside, and the exterior becomes less important. The interior is clean and functional, and my absolute favorite was the optional navigation system with large clear 4-color images and (the coolest of the cool) correct speed limits for each road you drive displayed in the upper left hand corner of the screen.

Due to a 2.9 increase in overall length, the 2011 Jetta gains 2.7 inches in the rear legroom department, which gets it “class-leading” status at 38.1 inches. Other dimensional changes are minimal (a half inch or less), but in case you’re interested, front and rear shoulder room get an increase while cargo volume and headroom decrease.

During the first look at the Jetta, I had the opportunity to drive the mid-level SE model ($18,195), in both manual and automatic transmissions, and the TDI ($22,995) with a manual transmission. I loved them all in terms of ride and comfort, but I have to admit the TDI was my all-out favorite in terms of power and performance.

The 2.0-liter turbocharged diesel injection (TDI) engine delivers 140 horsepower and a stellar 236 pound-feet of torque. Even better, EPA estimates city/highway fuel economy at 30/42 mpg, with a combined estimate of 34 mpg. These numbers were pretty spot on during our wending trek, and we averaged 33 mpg during a 4-hour drive period.

Mated to a 6-speed manual transmission, I did a lot of driving in 3rd and 4th gears on city streets and curvy California back-country roads. These gears were perfectly powered for the 30 to 50 mph speeds, and I thoroughly enjoyed the easy shifter. Whether I was pushing it through the corners or passing on the highway, the TDI had exactly the right amount of power exactly when I wanted it.

VW estimates that the TDI will be 25 percent of models sold for 2011.

The SE with the 170-horsepower engine was no slouch either, and I liked both the 5-speed manual and 6-speed automatic. It lacked some of the oomph of the TDI, but it was still well powered and had that great fun-to-drive aura.

The new Jetta will have two additional gasoline engine options: a base 2.0-liter at the S trim level ($15,995) that delivers 115 horsepower and a top-of-the-line 2.0-liter TSI at the SEL trim level ($21,395) that delivers 200 horsepower.

The gasoline version of the Jetta will show up in dealers this October, and the TDI will be available by the end of the year. A GLI model with a 2.0-liter TSI engine that delivers 200 horsepower will be available in early 2011. And for 2012, look for a Jetta Hybrid.

The Jetta takes direct aim at the Honda Civic, and with a base price at $16K, class-leading rear legroom and bevy of included features for a price that’s less than a comparable Civic, it just might be a direct hit.

- Jill Ciminillo

Drive She Said

(Photo Credits: Jill Ciminillo)

The seven-passenger all-wheel-drive (AWD) 2010 Mercedes-Benz GL350 BlueTEC is fitted with a 3.0-liter turbocharged V6 clean diesel engine, mated to a seven-speed automatic transmission with two overdrive gears. The GL350 BlueTEC’s V6 produces 210 horsepower and 400 foot pounds of torque. The seven-speed driver-adaptive automatic can be manually shifted with steering wheel-mounted paddle shifters.

The official fuel economy estimates for the 2010 Mercedes-Benz GL350 BlueTEC are 17 city / 23 highway miles per gallon (MPG).

We travelled over five hundred miles in our handsome Barolo Red review unit and trounced the official mileage estimates, scoring an average of 30.4 MPG on the Interstate highway and 23.7 MPG combined.

The official estimates appear to be rather conservative, but one thing is clear … drive the clean diesel GL350 BlueTEC with a light foot and you will be amply rewarded.

Overall test period temperatures ranged from from the high thirties through the low seventies. Interstate highway testing temperatures were in the high sixties through low seventies. The test vehicle was delivered with just over 7200 miles on the odometer and was equipped with the standard 20-inch five-spoke alloy wheels, clad with 275/50R20 all-season run-flat tires.

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat off, windows up: 29.1 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat off, windows up: 31.7 MPG

The 2010 GL350 BlueTEC requires ultra-low-sulfur diesel or B5 bio diesel and is equipped with a 26.4 gallon fuel tank and 3.4 gallon reserve. This allows for an astounding amount of range … especially when driven with a light foot.

The turbo V6 doesn’t sound or smell like the diesels of yore. AdBlue, an urea-based fluid, is injected into the exhaust to reduce NOx levels. (Although some have complained about the added cost of AdBlue, we’d like to see the fluid provided free of charge, throughout the warranty period.)

While the clean diesel engine is both smooth and powerful, off the line performance bears testament to the GL350 BlueTEC’s 5,423 pound curb weight.

The GL350 keeps the driver informed with a center-mounted multifunction display that is navigated via steering wheel-mounted controls. The multifunction display allows the driver’s eyes to stay centered, as it delivers a wealth of data, including our favorite, the real-time fuel economy gauge. Driving with the real-time MPG gauge active encourages a fuel-efficient light-footed driving style.

In addition to fuel economy information, the multifunction display provides trip meters, range to empty, average fuel economy, average mile per hour, oil-check, and maintenance system displays, along with navigation cues, mobile phonebook, and audio information.

While many seven-seat SUVs can be truly ponderous to drive, not so the unibody GL350 BlueTEC. Mercedes-Benz engineering delivers ride and handling that’s superior to body-on-frame SUVs. The four-wheel AIRMATIC suspension allows the GL350’s ride height to be raised or lowered three inches to adapt to road conditions.

The GL350’s full-time 4MATIC four-wheel-drive uses an electronic traction system (4-ETS) to monitor each wheel individually. If a wheel loses traction, braking is applied to that wheel, while power is shifted to the wheel or wheels that have maintained traction.

The cabin is spacious, luxurious, and well-appointed, as one would expect.

While burl walnut trim is standard issue, leather seating surfaces are optional. A pair of sunroofs open the interior up to the great outdoors, although the rear sunroof is fixed.

The eight-speaker Harman/Kardon audio system features a 6.5-inch LCD display and the Mercedes-Benz COMAND interface. USB iPod support, navigation, and a back-up camera are standard, along with Bluetooth connectivity (with phonebook download). The USB interface and auxiliary input are located in the glovebox. iPod integration is properly done, with Artists, Albums, and Playlists accessible from the head unit.

Eight-way power adjustable front seats with three-level heating are standard, as is four-way pneumatic lumbar support in the driver’s seat. Front seat ventilation is optional. The dual-zone automatic climate control system includes a dust and pollen filter.

Our test unit was chock full of additional options, including: a wood/leather steering wheel, duel-screen rear seat entertainment, cashmere leather seating, and premium interior and exterior lighting packages. (At this price level, one might expect a full leather interior and high-end lighting as standard equipment.)

There are three twelve-volt outlets: one at the base of the dash, one at the back of the console, and one in the cargo area, where you’ll also find an 115-volt outlet.

The second row seating is spacious and comfortable with plenty of leg (39.5 inches), head (40.6 inches), and shoulder (58.9 inches) room. The third row can actually accommodate grownups, unlike too many seven-seaters. The process of getting in and out of the third row is simplified through easy-entry/easy-exit controls.

The cargo area allows for 14.3 cubic feet of storage with the third row seats up, 43.8 cubic feet with the third row down, and 83.8 cubic feet with both the second and third row seats folded flat. The third row seats fold flat with the push of a button.

Not enough space to haul your stuff? The GL350 BlueTEC has a towing capacity of 7,500 pounds.

Worth Noting: Mercedes-Benz provides a four-year/50,000 mile warranty and a 24-hour roadside assistance program.

All-in-all, the clean-diesel-powered 2010 Mercedes-Benz GL350 BlueTEC proves that a full-size SUV can be both luxurious and fuel-efficient. If you’re energy conscious, with folks to haul and the financial means, the GL350 BlueTEC should be on your short list.

The front-wheel-drive 2010 Volkswagen Golf TDI is offered in both three-door and five-door models. The Golf TDI’s 2.0-liter turbocharged clean diesel inline four-cylinder engine is shared with both the VW Jetta TDI and Audi A3 TDI. With common rail direct injection, an intercooler, and four valves per cylinder, the inline four produces 140 horsepower (HP) and 236 foot pounds of torque. The Golf TDI can be equipped with a six-speed DSG (Direct Shift Gearbox) duel clutch automatic or six-speed manual transmission.

The EPA’s fuel economy estimates for the clean diesel VW Golf TDI are 30 city / 42 highway miles per gallon (MPG) when equipped with the automatic transmission and 30 / 41 with the manual.

We traveled more than 650 miles in our automatic-equipped United Gray Metallic review unit and easily surpassed the official mileage estimates, scoring an average of 47.3 MPG on the Interstate highway and 39.1 MPG combined in winter temperatures and mixed conditions.

Overall test period temperatures ranged from from the mid-twenties through the mid-forties. Interstate highway testing temperatures were in the mid forties. The test vehicle – equipped with the standard 17-inch alloy wheels, clad with 225/45/R17 all-season tires – was delivered with approximately 4400 miles on the odometer. (Diesel engines typically become more fuel-efficient after the break in period.)

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat on, driver seat heated, windows up: 45.4 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat on, driver seat heated, windows up: 49.2 MPG

The 2010 Volkswagen Golf TDI requires ultra low sulfur diesel (ULSD) fuel, and is rated to accept a B5 (5%) biodiesel blend. The Golf TDI does not require exhaust after-treatment (urea) fluid.

Given the Golf TDI’s efficiency on the highway, its 14.5 gallon fuel tank provides a remarkable amount of range. This little critter is well suited to covering long distances.

The Golf TDI’s clean diesel engine delivers a delightful whoosh of acceleration throughout the powerband.

The optional DSG automatic transmission is smooth and fast and well-suited to the turbocharged common rail inline four. The DSG’s Tiptronic mode allows full control over gear changes from both the slapstick and steering wheel-mounted paddle shifters.

This little critter hustles from corner to corner with composure and is a driver’s delight, with plenty of power and cornering ability on tap. Saving fuel has never been this much fun.

The standard Multi Function trip-computer provides trip meters, range to empty, average fuel consumption, and real-time mile per gallon info, among other data. We always recommend driving with the real time MPG gauge active, to develop a light footed driving technique.

The Golf TDI’s three-spoke leather-wrapped steering wheel is a pleasure to grip, with excellent integrated controls for the data displays and audio system. Hands-free Bluetooth support is optional.

USB iPod support is standard (along with an auxiliary audio input). The USB interface is located in the center console. Artists, Albums, and Playlists are accessible from the audio system’s touchscreen interface. Our test unit was equipped with the Navigation system (with a 30GB hard drive) and 300W Dynaudio speaker system options. A eight-speaker system is standard.

There are two twelve-volt outlets: one at the base of the dash and one in the cargo area.

The eight-way-adjustible cloth seats are quite supportive. (A leather interior is not currently available in the TDI.) Manual lumbar support is standard. The optional Cold Weather package provides heated front seats and heated windshield washer nozzles. The seat heaters allow for two levels of adjustment.

The rear seat is comfortable for two, with adequate headroom.

The Golf’s cargo area provides 12.4 cubic feet of storage with the 60/40 rear seats up and sufficient space for larger items with the seats folded down. A rear seat center passthrough accommodates both skis and snowboards.

Our test unit was also equipped with the optional power sunroof and Xenon headlamps with adaptive front-lighting (AFS).

In real-world testing, we found the Golf TDI to be the most fuel-efficient and fun to drive of VW/Audi’s trio of 2.0-liter TDIs. There are a number of likely reasons as to why our testing showed the Golf TDI to be slightly more fuel-efficient than the Audi A3 TDI and Jetta Sportwagen TDI, despite identical engines and similar EPA ratings.

We’ll chalk it up to weight, aerodynamics, and gearing.

The automatic transmission-equipped 2010 Golf TDI weighs in at 3,041 pounds. The automatic Audi A3 is significantly heavier, at 3318 pounds. The Golf TDI is also a tiny bit more aerodynamic, with a drag coefficient of .32, compared to the A3 TDI’s drag coefficient of .33. We tested the heavier Jetta Sportwagen TDI under slightly warmer conditions and – despite it being slightly more slippery (with a drag coefficient of .31) – could not match the results of the Golf TDI.

All-in-all, the 2010 Volkswagen Golf TDI delivers a shot across the bow of the hybrids by delivering excellent fuel economy in a versatile and fun-to-drive package. If you love to drive and hate to waste money at the pump, this little critter hits all the marks.

Parts Content Information
US/Canadian Parts Content: 1%
Major Sources of Foreign Parts Content: Germany – 75%
Final Assembly Point: Wolfsburg, Germany
Country of Origin:
Engine – Hungary
Transmission – Germany

The 2010 Audi A3 TDI is only offered as a five-door model, in front-wheel-drive with a six-speed S tronic duel clutch automatic transmission. The A3 TDI’s 2.0-liter turbocharged clean diesel inline four-cylinder engine uses common rail direct injection, an intercooler, and four valves per cylinder to produce 140 horsepower (HP) and 236 foot pounds of torque.

The EPA’s fuel economy estimates for the clean diesel FWD Audi A3 TDI are 30 city / 42 highway miles per gallon (MPG).

We traveled roughly eight hundred miles in our Brilliant Black A3 TDI review unit and had no problem slipping past the official mileage estimates as we scored an average of 44.9 MPG on the Interstate highway and 38.3 MPG combined in winter temperatures and mixed conditions.

Overall test period temperatures ranged from the teens through the thirties. Interstate highway testing temperatures were in the mid thirties. The test vehicle was equipped with the Sport package, which includes 18-inch aluminum wheels (base wheel size is 17-inches) and was delivered with just over 4000 miles on the odometer. (The fuel efficiency of diesel engines typically rises after a proper break in period.)

Interstate Mileage Testing:
Cruise control set to 68 MPH, A/C off, heat on, driver seat heated, windows up: 43.8 MPG
Cruise control off, target speed 60-72 MPH, A/C off, heat on, driver seat heated, windows up: 46 MPG

The 2010 Audi A3 TDI requires ultra low sulfur diesel (ULSD), and can tolerate a B5 (5%) biodiesel blend. Stops at the service station should be few and far between, with a 14.63 gallon fuel tank providing generous range. Unlike many larger displacement clean diesel engines, the A3 TDI does not require exhaust after-treatment (urea) fluid.

The turbocharged common rail 2.0-liter inline four and quick shifting dual-clutch automatic transmission deliver spirited performance. While not blindingly fast, the TDI’s torque makes its presence known, as it easily motivates the A3’s 3318 pounds (curb weight).

Don’t let anyone tell you that fuel-efficient cars can’t be fun to drive. Whether cruising the Interstate, tooling through town, or tackling the back roads, the A3 TDI is a pleasure to pilot. Carrying speed through the corners is a hallmark of fuel-efficient driving, and the A3 TDI handles the chore with ease.

The A3 TDI is extremely well-suited to light-footed driving. The Driver Information System includes two average fuel economy displays, along with a real-time MPG gauge. Although the real-time MPG numbers can lag a bit and will vary widely, we always recommend driving with the real-time gauge active, to develop a light-footed driving technique.

The S-Tronic dual-clutch transmission is snappy, whether in drive, sport, or manual mode. The leather-wrapped steering wheel is beefy, with paddle shifters that make for quick gear changes.

The A3 TDI’s s line interior is tastefully designed. Our test unit was fitted with the optional Titanium Sport Package, which includes 18-inch Titanium-optic wheels and high performance tires, along with sport suspension, and leather Alcantara sport front seats.

The Premium Plus package includes Xenon plus headlamps, LED running lights, steering-wheel controls, and a power driver seat with 4-way adjustable lumbar support. Hands-free Bluetooth support is provided with the package, as well … and it’s excellent, with easy pairing and automatic phonebook download.

A Bose premium sound system is included with the optional Convenience package. USB iPod support comes with the optional Navigation system and is quite good, with glovebox storage. Artists, Albums, Playlists and the like are accessible from the MMI interface.

The Cold Weather package provides heated front seats, heated windshield washer nozzles, and heated exterior mirrors. The seat heaters allow for six levels of adjustment.

The A3 TDI is fitted with a trio of power outlets, with two in the center console, and one in the cargo area. The standard dual-zone climate control system includes a dust and pollen filter.

The cabin is comfortable, but snug. Rear seat headroom is tight for taller passengers. The optional dual panel Open Sky sunroof provides a nice wide view for occupants in both rows.

The cargo area offers plenty of flexibility, with a rear seat center pass through that accommodates both skis and snowboards. There’s 19.5 cubic feet of storage with the rear seats up and 39.0 cubic feet with the 60/40 rear seats folded down.

All-in-all, the 2010 Audi A3 TDI offers a positively delightful combination of performance, fuel-efficiency, and style. While we may have qualms over the cost of the option packages, we’d love to have a clean diesel A3 TDI sitting in the garage. Bring on the Quattro!

As a nation, we must take a comprehensive and unbiased approach to national transportation/energy policy. We have been given the natural resources to make this happen. It is simply a question of having the will to see it through, without giving into factions and lobbies.

Step 1: Immediate and massive conversion of diesel fleet vehicles to natural gas power (NGV). This will spur employment and lower pollution in communities across the nation. School bus, public transportation, utility, delivery, and courier fleets present a prime opportunity for retrofits and new vehicle sales.

Step 2: Encourage the rapid adoption of highly-efficient clean diesel passenger vehicles. The engines and exhaust treatment systems have been developed. Americans need to be able to buy passenger vehicles with the same fuel-efficient engines that are available in Europe, where diesel market share exceeds 50%.

Step 3: Continue to encourage the development of electric-powered passenger vehicles (PHEVs & EVs). Lets get the battery plants built and bring these cars to market at an affordable cost. This will require massive government subsidies in the short-term, until the cost of production is driven down to a realistic level.

Step 4: Turn up the heat on biofuel development. Ease away from inefficient corn-based ethanol production. Increase algae production efforts.

Step 5: Provide micro-grants to garage entrepreneurs for technology development and installation. Revitalize the auto dealerships that have lost their franchise and get those service departments humming again.

Step 6: Encourage drivers to become more fuel-efficient through technology and technique. You don’t have to drive like Grandma to save a few dollars at the pump each time you fill up. Over the course of a year, the savings can be significant.

Tens of millions of existing pickup trucks could benefit from the conversion to plentiful natural gas or to more fuel-efficient diesel engines. Shuttered automobile dealerships could become conversion centers that reemploy displaced workers and stimulate the economy on Main Street. Existing technology can be bolted into place immediately, without waiting years for development.

Domestically manufactured clean diesel engines and natural gas vehicle (NGV) conversion kits will bring benefit in the near term, as battery-powered conversions come down the line and prices fall.

Cash for Clunkers was just a start. There is much more to do at a local level.

A Recovery Through Retrofit program for Pickup Trucks goes right to the heart of the matter, by providing economic sensibility with an approach that encompasses all technologies, rather than one.

This wonderful beast delivers a unique combination of fuel efficiency, range, driveability, luxury, and towing capacity, along with some of the best in-cabin technology on the market today.

If you’ve spent much time on MPGomatic.com, watched a bunch of my review videos on YouTube, or follow me on Twitter, you might already know that I dig clean diesel technology and the potential it holds for America.

So when I was invited to take the clean diesel Q7 TDI on a road trip to see how many miles I could squeak out of the 26.4 gallon fuel tank, I jumped at the chance.

While the 2009 Q7 TDI is officially rated at 17 city / 25 highway miles per gallon (MPG), I knew it was capable of significantly better mileage when driven conscientiously.

The first leg of the effort on the Interstate proved that out, as I scored 28.3 MPG with the cruise control on (set at our standard 68 MPH) and 30.1 MPG (at speeds between 60 and 72 MPH) with the cruise control off. With outside temperatures in the 80s, the air conditioning ran for the entire day. By the time the Q7 TDI rolled back into the driveway late that afternoon, I had travelled just under 200 miles on just over seven gallons of fuel.

These are impressive numbers for a seven-passenger vehicle, all the more so when you consider the amount of power and towing capacity. With the Q7 TDI, fuel economy is just the start.

When you talk about diesel engines, it’s not the horsepower (HP) that makes the difference … it’s the torque. While the common-rail injected 3.0 liter V6 is rated at 225 HP, it puts out a stunning 406 foot pounds of torque. All that torque allows for a very generous towing capacity of 6,600 pounds. Not to mention a very rewarding rush of acceleration when you step on the pedal …

The second leg of our test was largely spent on local roads, both in-town and out in the country. Once again, the Q7 TDI’s mileage results were exemplary for its size and weight, with 45 MPH back road cruising delivering mileage well into the thirties.

Our goal for the tank was 600 miles of combined driving. If we had planned out a route that consisted exclusively of backroads and Interstate driving, we could have exceeded that distance handily.

As it turned out, we fell a just a bit short of our goal. Blame it on the route and the rush that the Q7 TDI delivers when you mash the pedal. That blast of locomotive-like power is remarkably smooth and all too addictive.

Despite what the naysayers might think, the availability of diesel fuel was not a problem whatsoever around these parts, whatsoever.

When it came time to finally fill up, we rolled past a raft of stations, looking for the least expensive price per gallon. 6 of 7 stations had diesel fuel, although there was a wide variation in pricing. For the most part, the cost of diesel fuel hovered around the cost of unleaded regular gasoline.

After traveling 588.4 miles, we pulled into a Quik Check with five miles worth of fuel left in our tank.

If we had the chance for a do-over with a tightly planned route, 750 miles on one tank would be well within reason.

It’s a great feeling knowing that someone has been listening. We’ve been banging the drum here at MPGomatic for two years now.

An average of 35.5 MPG is not a lofty goal, even in this shortened time frame. Back in March of 2008, MPGomatic opened some eyeballs and raised a lot of eyebrows when we published 35 MPG: Why Wait Until 2020, an article that provided details on the export-only fuel-efficient diesel-powered cars and SUVs that Chrysler builds right here in North America, half of which already hit the 35 MPG mark. Hundreds of thousands of folks have read that article and learned the truth over the past fourteen months.

In Europe, 35 MPG isn’t a goal. It’s the norm.

America need not and must not fear this change. We must embrace it with the realization that it is the best way forward.

35 MPG does not = wimpy cars.

BMW’s current lineup in Germany already hits an average of 35 MPG. To this point, this has been achieved without selling hybrid vehicles. Roughly fifty percent of the vehicles sold by BMW in Germany are powered by fuel-efficient clean diesel engines.

We’ve had the good fortune to spend time with two of BMW’s clean diesels, the 123d and the 335d. These are fantastically fun-to-drive driving machines.

While the little 123d is yet to be imported into the States, the 335d is currently available … with a federal tax credit, no less … and it’s a ball of clean green fun. In our week with the 335d, we were able to easily achieve highway mileage in the mid-forty MPG range, while blasting out six second 0-60 MPH times.

Why isn’t the conventional press screaming the praises of this car?

The road to the future will take multiple alternative fuel technologies, including clean diesel, NGV, hybrid, plug-in electric, extended-range electric, small-displacement direct-injected gasoline, and yes … even hydrogen.

Through our auto industry may be in tumult, the automakers now have a clear path to follow. Ford, Chrysler, and General Motors aren’t down for the count. They’re between rounds. Each one of these companies has the technology and the will to get this done.

Bring It On.

According to the Energy Information Administration, the average price for a gallon of regular unleaded is currently $2.240 per gallon in the U.S., while the average price for a gallon of diesel fuel is $2.216. Price differentials vary on a region by region basis, with the cost of diesel exceeding regular unleaded gasoline in many locations. The diesel price advantage is highest in the Midwest, where a gallon of regular unleaded averages $2.257 and diesel fuel averages $2.156.

It’s unclear whether this trend will continue as we enter the summer driving season, when gas prices typically peak. If it does, sales of fuel efficient clean diesels like the Volkswagen Jetta TDI and BMW 335d are sure to increase.

Rising fuel prices, government incentives for alternative fuel vehicles, and the inevitable passage of some form of the Cash for Clunkers program along with the pairing of Fiat and Chrysler all favor a heightened adoption of clean diesel technology here in the States.

Regular Unleaded Gasoline / Diesel Fuel Prices – 5/11/2009

Source: Energy Information Administration

GM was clearly aiming at BMW when they engineered the G8 GT. While the Pontiac can’t match the BMW in terms of fit, finish, quality of interior materials, and in-car electronics, it’s a different story out on the open road and on the bottom line. Although the G8 GT might not be the ultimate driving machine, it does quite well … far better than most folks would ever expect.

Pontiac G8 GT 0-60 MPH

The biggest difference comes down to drive trains. Both cars rock advanced six-speed automatic transmissions, but the 335d’s clean diesel twin-turbo six pulls far ahead when it comes down to fuel economy. The G8 GT’s 361 HP 6.0-liter V8 delivers superior 0-60 MPH times (5.3 seconds vs 6.0 seconds), but the 335d delivers highway MPG numbers that are close to double that of the Pontiac (not to mention an amazing 425 foot pounds of torque).

BMW 335d 0-60 MPH

The G8 GT pulls ahead when it comes to the spaciousness of the interior and out-the-door cost. With the fire sale that’s going on at GM dealers right now, G8 GTs can be had for roughly half the price of the 335d.

Bottom line?

These are both great cars … but if we had our way, we’d love to shoehorn the Beemer’s big bad clean diesel under the hood of the G8 GT, just for hoots …